Intermediate shaft plate for transmission control linkage

ABSTRACT

An intermediate shaft plate is provided for an assembly for controlling the ground speed of a vehicle having an operator seat, an engine and a variable speed transmission coupled for driving a pair of ground wheels. The transmission is selectively movable among neutral, forward and reverse drive positions. A transmission control shaft is coupled to the transmission for selectively controlling said transmission such that said vehicle is driven in either a forward or a reverse direction. A forward foot control pedal and a reverse foot control pedal are connected to a foot control rod and a hand control lever is connected to a hand control rod. The intermediate shaft plate is connected to the hand control rod, the foot control rod and the transmission control shaft for coupling the forward and reverse control pedals and the hand control lever to the transmission.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to an improved assembly for controllingthe ground speed of an off-road vehicle and, more specifically, relatesto an improved transmission linkage which provides an intermediate shaftplate which serves as a centralized location for joining a ground speedand direction control assembly capable of both hand and foot control, aswell as a neutral return assembly to a transmission.

2. Description of Related Art

It is well known to provide off-road vehicles, specifically lawntractors, lawn and garden tractors, and front-mount mowers with systemsfor controlling their ground speed. Typically, variable speedtransmissions such as hydrostatic transmissions or continuously variabletransmissions utilized in off-road vehicles such as those listed abovehave used different combinations of hand and foot controls to select thedirection of travel and to control the relative vehicle speed.

Conventional systems utilized to control the ground speed of the typesof off-road vehicles mentioned above include a hand lever controls, atreadle pedal, or a dual pedal side-by-side system (such as thatdisclosed in U.S. Pat. No. 4,759,417 dated Jul. 26, 1988 issued to Wanieet al., the disclosure of which is hereby incorporated by reference).

The pedal systems are often coupled with a hand-operated “cruisecontrol” lever which is generally used to maintain a specified forwardspeed, eliminating the need for constant application of foot pressure tokeep the vehicle moving forward at a desired rate of speed.

Off-road vehicles are also commonly provided with a neutral return whichwill place a transmission in neutral (or disengage the transmission)when a brake is applied.

The various systems involved in controlling a variable speedtransmission of such a vehicle require a number of mechanical linkages.Where foot and hand controls are used in conjunction with a neutralreturn, the linkages and their attachments to each other are oftencomplex, difficult to service and to modify for special needs ofoperators.

Accordingly, there is a need for an improved assembly for controllingthe ground speed and direction of travel of maneuverable off-roadvehicles having variable speed transmissions such as variable speedhydrostatic transmissions; which provides a centralized point ofattachment to the transmission of hand and foot controls, as well as aneutral return system.

SUMMARY OF THE INVENTION

According to the present invention, an off-road vehicle is provided witha transmission control linkage including an intermediate shaft platewhich eliminates the need for multiple and complex connections tocoordinate the functions of the ground speed and direction controlassembly and a neutral return assembly with a variable speedtransmission.

An intermediate shaft plate is utilized as a central point of attachmentto a transmission for a control rod employed for hand and/or foot pedalcontrols, a neutral return. The central point of attachment aids in theconversion of the transmission linkage from foot pedal to hand levercontrol. The intermediate shaft plate coordinates the functions of thespeed and direction control assembly and the neutral return andtransmits the output of both assemblies to the transmission by a singlecontrol rod attached to the transmission.

In a preferred embodiment of the present invention, a ground speed anddirection control assembly for a vehicle is provided which includes asystem of linkages which are adaptable for use with both hand and footcontrols with a simple, straightforward conversion. The foot controlsare provided which include a forward pedal and a reverse pedal, as wellas a brake pedal. When the foot controls are in use, the unit may alsoinclude a cruise control lever which eliminates the need for an operatorto maintain constant pressure on a pedal. The foot controls are coupledto a control shaft which in turn is coupled to a variable speedtransmission so that the vehicle speed may be varied by changing footpressure on the pedals. A hand lever is included in the assembly and maybe used as a cruise control to maintain travel speed without having tohold the forward pedal down. When used as a cruise control, the handlever is operatively coupled to the transmission by a lost motionconnection which enables an operator to press further on the forwardfoot pedal to achieve speed beyond the cruise control setting. Thecruise control operates only for forward travel. The ground speed anddirection control assembly may be converted to hand controls bysubstituting a tight-fit connection between the hand lever and thetransmission in place of a lost-motion connection used for the cruisecontrol function.

A neutral return assembly is also provided so that, when the brake pedalis depressed, the transmission will return to its neutral position.

In the preferred embodiment, an intermediate shaft plate which operatesas a centralized connection between the foot pedals (forward, reverseand brake), hand lever, neutral return assembly and the transmission isprovided to which control rods from the foot pedals, a hand lever andthe transmission are pinned. The intermediate shaft plate includes aninternal cam profile which may be engaged by a bearing attached to aneutral return arm included in the neutral return assembly. Actuation ofthe brake pedal rotates the neutral return arm, whose bearing forces theintermediate shaft plate into a neutral position as the bearing followsthe internal cam profile. The neutral position of the intermediate shaftplate corresponds to a neutral position of the transmission due tointerconnection of the transmission and the intermediate shaft plate bythe transmission control rod.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a right front elevated perspective view of a representativelawn and garden tractor incorporating a ground speed and directioncontrol assembly according to the present invention adapted for footpedal control;

FIG. 2 is an elevated partial perspective view of the ground speed anddirection control assembly according to a preferred embodiment of thepresent invention;

FIG. 3 is a schematic diagram of the ground speed and direction controlassembly Of FIG. 2 adapted for foot pedal control with the transmissionis in a neutral position;

FIG. 4 is a schematic diagram of the ground speed and direction controlassembly of FIG. 2 adapted for foot pedal control with the transmissionis in a maximum forward position;

FIG. 5 is a schematic diagram of the ground speed and direction controlassembly of FIG. 4 adapted for foot pedal control with the hand-operatedcruise control lever is in a maximum speed position;

FIG. 6 is a schematic diagram of the ground speed and direction controlassembly of FIG. 2 adapted for foot pedal control with the transmissionis in a maximum reverse position;

FIG. 7 is a schematic diagram of the ground speed and direction controlassembly of FIG. 2 wherein the brake pedal is engaged, actuating aneutral return assembly.

FIG. 8 is a schematic diagram of the ground speed and direction controlassembly of FIG. 2 adapted for hand lever operation with thetransmission is in a neutral position;

FIG. 9 is a schematic diagram of the ground speed and direction controlassembly of FIG. 8 with the transmission is in a maximum forwardposition; and

FIG. 10 is a schematic diagram of the ground speed and direction controlassembly of FIG. 8 with the transmission is in a maximum reverseposition.

DESCRIPTION OF THE PREFERRED EMBODIMENT

FIG. 1 illustrates a representative lawn and garden tractor 10incorporating a linkage forming a ground speed and direction controlassembly 12 which includes an inboard forward pedal 14, an outboardreverse pedal 16, a brake pedal 18 and a hand lever 20. As shown in FIG.1 the representative lawn and garden tractor 10 consists of a frame 22,a front axle 24 and a rear axle 26. Two front wheels 28 are mounted onthe front axle 24 and two rear wheels 30 are mounted on the rear axle26. The tractor 10 may be provided with an implement such as a mowingdeck (not shown) which may be mounted on the frame 22. An operator'sstation 32 which includes a seat 34, a steering wheel 36 and thehand-operated lever 20, which may be utilized as a cruise control, isoperatively positioned on the vehicle 10. A forward portion of theoperator station 32 includes a foot platform 38 which accommodates footcontrols including the forward and reverse pedals 14, 16 and the brake18.

The speed and direction control assembly 12 is operatively connected toa variable speed transmission which includes a hydrostatic transmission(represented schematically as T in FIGS. 3-10). The hand lever 20projects through a quadrant 40 which includes a legend to indicate theposition of the lever 20 relative to the speed of the tractor 10. Thetypical lawn and garden tractor 10 also includes an engine (not shown)and a radiator (not shown), enclosed within a hood 42.

In FIGS. 2-10, the improved ground speed and direction control assembly12 for the representative lawn and garden tractor 10 is illustrated. InFIGS. 2-7, the assembly 12 is adapted for foot pedal control with ahand-operated cruise control, whereas in FIGS. 8-10, the assembly 12 isadapted for hand lever control. Referring now to FIG. 2, a partialperspective view of the ground speed and direction control assembly 12is shown. The forward pedal 14 is clamped to a forward pedal shaft 44 sothat foot pressure on the forward pedal 14 will result in swingingmovement of the forward pedal shaft 44. The reverse pedal 16 issimilarly clamped to a reverse pedal shaft 46. The forward and reversepedal shafts 44, 46 are carried on a bracket 48. The forward pedal shaft44 includes a pedal control arm 50 which swings therewith and includes arearward extension 52 to which a bearing 54 is mounted. The reversepedal shaft 46 includes a reverse pedal shaft arm 56 which swings withthe reverse pedal shaft 46 and engages the bearing 54 to cause theforward pedal shaft arm 50 to rotate in a direction opposite thedirection of rotation which is caused by actuation of the forward pedal14. In this way, the pedal control arm 50, which is secured to one endof the pedal control arm 50 can move the forward/reverse control rod 58in either a forward or rearward direction. The arm 50 will pull forwardon the rod 58 when the forward pedal 14 is actuated and will pushrearward on the rod 58 when the reverse pedal 16 is actuated.

The forward/reverse control rod 58 is connected at its rearward end to aball joint 60 in turn which is pinned to an intermediate shaft plate 62.The intermediate shaft plate 62 is welded to a transverse intermediateshaft 64 supported by the frame 22 for fore and aft swinging motionthereabout. The intermediate shaft plate 62 serves as a centralizedconnecting link between the transmission T, foot control pedals 14, 16,hand lever 20 and brake 18 and is used with either the foot controllinkage or hand control linkage to actuate the swash plate of thetransmission T. A transmission control rod 66 is pinned to theintermediate shaft plate 62, operably connecting the intermediate shaftplate 62 and components attached thereto to the swashplate of thehydrostatic transmission T. It will be seen that the intermediate shaftplate 62 represents a centralized connecting point for various linkages,eliminating the need for multiple separate connections to thetransmission T.

Also attached to the intermediate shaft plate 62 are a neutral returnarm 68 and a hand lever rod 70. When the hand lever 20 is utilized as acruise control lever, the hand lever rod 70 is secured at its end 71opposite the intermediate shaft plate 62 to a lost motion cruise controllever slot 72 formed within a hand lever plate 74. The hand lever plate74 is a welded to the hand lever 20 and swings about its pivotalconnection as the hand lever 20 is moved fore and aft. The hand leverplate 74 is also provided with a tight-fit hole 76 for receiving the end71 of the hand lever rod 70 when the hand lever 20 is used instead ofthe foot controls for controlling speed of the vehicle 10. A cruiselever friction slot 78 is additionally provided in the hand lever plate74. The cruise lever friction slot 78 20 accommodates a friction devicesuch as a bolt and friction washer assembly 80 which is fixed relativeto the frame 22 but moves within the slot 78, allowing the hand lever 20to rotate. When tightened sufficiently against the hand lever plate 74,the assembly 80 serves to retain the hand lever 20 in any desiredposition along the slot 78, eliminating the need far

A preferred embodiment of the ground speed and direction controlassembly 12 additionally includes a neutral location and return assembly82 for establishing a neutral position and for returning thetransmission T to its neutral position N3 as would occur when the brakepedal 18 is actuated. The illustrative embodiment of the neutrallocation and return assembly 82 shown in FIGS. 2-10 comprises aninternal cam profile 84 within a central portion of the intermediateshaft plate 62 and a cam profile follower bearing 86 attached to a firstend portion 88 of the neutral return arm 68. The neutral return arm 68is swingably mounted at a pivot point 90 and includes a second endportion 92 to which a neutral return rod 94 is fastened. The neutralreturn rod 94 is coupled at its other end to the brake pedal 18. Thefirst and second end portions 88, 92 of the neutral return arm 68 forman angle with the pivot point 90 so that the neutral return arm 68operates as a bell crank, causing the bearing 86 to rotate intoengagement with the internal cam profile 84 as the brake pedal 18 isengaged. As the bearing 86 follows the internal cam profile 84, theintermediate shaft plate 62 and the swashplate control shaft 87 in thetransmission T are caused to swing to change the position of thetransmission T to neutral.

If the hand lever 20 is used as a cruise control with the foot pedalcontrols, a cruise control interlock rod 96 is fastened at one end tothe second end portion 92 of the neutral return arm 68 and at anotherend to an interlock slot 98 formed in the hand lever plate 74. Thecruise control interlock rod 96 serves to return the hand lever 20 to acruise control off position as the brake pedal 18 is engaged and thetransmission T is shifted to its neutral position N3.

As shown in FIGS. 2-7, during operation of the tractor 10 when the speedand direction control assembly 12 is set up to be operated with footcontrols, the internal transmission T engagement is generally controlledby the foot control pedals (forward reverse and brake) 14, 16, 18through the control linkage herein described.

The forward and reverse pedals 14, 16 pivot the forward and reversepedal shafts 44, 46 mounted in the bracket 48 and swing the pedalcontrol arm 50 forwardly or rearwardly between forward F1, neutral N1and reverse R1 positions. The pedal control arm 50 either pulls orpushes the forward/reverse control rod 58. In turn, the forward/reverserod 58 pivots the intermediate shaft plate 62 forward and rearwardbetween forward F2, neutral N2 and reverse R2 positions. Thetransmission control rod 66 connects the intermediate shaft plate 62 tothe transmission T. As the intermediate shaft plate 62 rotates forward,the transmission T is shifted into forward F3. As the intermediate shaftplate 62 rotates rearward into reverse R2, the transmission T is shiftedinto reverse R3.

It may therefore be seen that the ground speed and direction assembly 12shown in FIGS. 2-7 provides mechanical means of operating aforward/reverse control lever on the transmission through the forwardand reverse pedals 14, 16, and a means of maintaining forward speedwithout holding the forward pedal 14 down when using the hand lever 20as a cruise control. Through the brake pedal 18, the ground speed anddirection assembly 12 also engages a transmission brake (not shown)which may be, for example, a wet disk brake (not shown), and ensuresthat the brake is released when the forward or reverse pedals 14, 16 areengaged, and that the transmission will return to neutral when the brakepedal 18 is pressed.

Referring now to FIG. 3, the speed and direction control assembly 12 isshown adapted for foot pedal control. In FIG. 3, the linkages of theassembly 12 are shown in the positions whey would occupy when thetransmission controls are in neutral. The various linkages of the speedand direction control assembly 12 are illustrated with the transmissioncontrol rod 66 is in its neutral position N3, the forward or reversepedals 14, 16 are released.

If the transmission T is in in forward or reverse F3, R3 and the footpedals 14, 16 are subsequently disengaged, a spring inside thetransmission T (not shown) and/or a spring acting on the foot pedals 14,16 returns the transmission control rod 66 to its normal, neutralposition N3. As the transmission control rod 66 is moved to its neutralposition N3, the transmission control rod 66 moves the intermediateshaft plate 62 to the neutral position, causing the forward/reverse rod58 to move the pedal control arm 50 and forward and reverse pedals 14,16 to the neutral position N1.

FIG. 4 shows the speed and direction control assembly 12 adapted forfoot pedal control wherein the transmission T is moved to its maximumforward position F3. As the forward pedal 14 is depressed, it swings theforward pedal shaft 44 clockwise as viewed in FIG. 4 and swings thepedal control arm 50 forward to its forward position F1. The pedalcontrol arm 50 pulls the forward/reverse control rod 58. In turn, theforward/reverse rod 58 pivots the intermediate shaft plate 62 forward toits forward position F2. The transmission control rod 66 connects theintermediate shaft plate to the transmission T. As the intermediateshaft plate 62 rotates forward, the transmission control rod 66 isshifted into forward to its forward position F3.

Although the assembly 12 is shown wherein the transmission control rod66 in its maximum forward position F3, the transmission T is preferablyinfinitely variable so that the positions between the neutral andforward positions N3, F3 of the transmission control rod 66 represent aninfinite number of forward ground speeds of the vehicle 10 betweenneutral and the maximum forward speed of the vehicle 10.

Where, as shown in FIG. 4, the hand lever 20 (the cruise control lever)is in an OFF position, the end 71 of the hand lever rod 70 is able tomove freely in the cruise control lever slot 72, and movement of theforward pedal 14 is not restricted by the hand lever 20 (cruise controllever).

FIG. 5 diagrams schematically the ground speed and direction controlassembly 12 adapted for foot pedal control wherein the hand lever 20,serves as a cruise control lever, and is moved forwardly to set theforward cruise speed at its maximum. The cruise control is used tomaintain travel speed without having to hold the forward pedal 14 down.The cruise control operates only for forward travel of the tractor 10.The hand lever 20 acts as a cruise control lever whenever, as shown inFIGS. 2-7, the end 71 of the hand lever rod 70 is positioned in thecruise control lever slot 72 of the hand lever plate 74 rather than inthe tight-fit hole 76.

In FIG. 5, the cruise control holds the transmission control rod 66 in aforward position (between its neutral and maximum forward positions N3,F3). The hand lever rod 70 connects the hand lever 20 (cruise controllever) to the intermediate shaft plate 62. When the cruise control isengaged, the hand lever rod 70 is moved forward, rotating theintermediate shaft plate 62 forward. The bolt and friction washerassembly 80 holds the hand lever 20 (cruise control lever) in the setposition.

As the hand lever 20 (cruise control lever) is moved forward it pivotsand the rearward end 71 of the hand lever rod 70 slides rearward in thecruise control lever slot 72. When the rear of the slot 72 abuts the end71 of the hand rod lever 70, and the hand lever 20 (cruise controllever) is moved farther forward, the hand lever rod 70 is pushedforward. The hand lever rod 70 thereafter pushes the top of theintermediate shaft plate 62 forward towards its maximum forward positionF2. The transmission control rod 66 connects the intermediate shaftplate 62 to the transmission T. As the intermediate shaft plate 62rotates forward, the transmission control rod 66 is shifted toward itsmaximum forward position F3.

Cruise control may be set by moving the hand lever 20 (cruise controllever) forward until the ground speed of the tractor 10 is set; or, theforward pedal 14 may be depressed to attain the ground speed desired andthe maintained by moving the hand lever 20 (cruise control lever)forward.

When the brake pedal 18 is depressed, the neutral return rod 94 ispulled forwardly so that the cruise control interlock rod 96 is pulledforward until it encounters the end of the interlock slot 98 in the handlever plate 74. When the end of the interlock slot 98 abuts the end ofthe rod 96, the hand lever 20 (cruise control lever) is pulled back toits off position (shown in FIG. 3).

When cruise control is not in use, the hand lever 20 should be returnedmanually to its off position. Otherwise, the hand lever 20 may restricttravel of linkage connected to the reverse pedal 16, and reverse speedof tractor may be too slow.

Referring now to FIG. 6, the speed and direction control assembly 12 isillustrated with foot pedal controls and the swashplate of thetransmission T is moved to its maximum reverse position R3. When thereverse pedal 16 is depressed, the transmission control rod 66 is movedto its maximum reverse position R3 and the transmission T engages inreverse drive.

The reverse pedal 16 is coupled to the reverse pedal shaft arm 56, whichpresses down on a the bearing 54 on a rearward extension 52 of the pedalcontrol arm 50. When the rearward extension 52 of the pedal control arm50 is pushed down, the top of the pedal control arm 50 rotates rearwardto its maximum reverse position R1. The pedal control arm 50 pushes theforward/reverse control rod 58 rearward. This, in turn, pivots theintermediate shaft plate 62 rearward to its maximum reverse position R2.

The transmission control rod 66 connects the intermediate shaft plate 62to the transmission T. As the intermediate shaft plate 62 rotatesrearward, the transmission control rod is shifted to its maximum reverseposition R3.

Although the assembly 12 is shown wherein the transmission control rod66 in its maximum reverse position R3, the transmission T is preferablyinfinitely variable so that the positions between the neutral andmaximum reverse positions N3, R3 of the transmission control rod 66represent an infinite number of reverse ground speeds of the vehicle 10between neutral and the maximum reverse speed of the vehicle 10.

FIG. 7 shows schematically the ground speed and direction controlassembly 12 wherein the brake pedal 18 is engaged, actuating a wet brakein the transmission T (not shown) and a neutral return assembly 82. Thebrake pedal 18 functions, through a mechanical linkage, to return theintermediate shaft plate 62 and transmission T, and the hand lever 20(cruise control lever) to neutral positions.

Depressing the brake pedal 18 pulls the neutral return rod 94 forward,rotating the neutral return arm 68. As the neutral return arm 68rotates, the bearing 86 attached to the first end portion 88 of theneutral return arm 68 follows the inner cam profile 84 of theintermediate shaft plate 62 and moves the intermediate shaft plate 62 toits neutral position N2. The intermediate shaft plate 62 moves thetransmission control rod 66 and places the transmission in its neutralposition N3.

Also when the brake pedal 18 is depressed, the brake neutral return rod94 is pulled forward and the neutral return rod 94 rotates the neutralreturn arm 68, the cruise control interlock rod 96 attached to thesecond end portion 92 of the neutral return arm 68 is pulled forward,rotating the hand lever 20 (cruise control lever) to its OFF position

Depressing the brake pedal 18 simultaneously rotates a transmissionbrake arm 100 forward, causing wet brake pads internal to thetransmission T stop the tractor 10.

Referring now to FIG. 8, the ground speed and direction control assembly12 is shown adapted for hand lever operation wherein the transmission Tis in its neutral position N3. Adapting the ground speed and directioncontrol assembly 12 for hand control allows the hand lever 20 to replacethe function of the forward and reverse pedals 14, 16 so that forwardmovement of the hand lever 20 results in incremental forward pivoting ofthe intermediate shaft 62 and shifting of the transmission T is shiftedtoward its maximum forward position F3. As the hand lever 20 is pulledrearward into reverse, the intermediate shaft plate 62 rotates rearwardand the transmission T shifted toward its maximum reverse position R3.

To convert the ground speed and direction assembly 12 from foot controlto hand control, the end 71 of the hand lever rod 70 fastened to thehand lever plate 74 is moved from the cruise control lever slot 72 tothe tight-fit hole 76. Some adjustment in length of the hand lever rod70 may be required, and the quadrant 40 should be replaced so that itslegend correctly reflects the neutral and reverse positions of the handlever 20 when it is used for hand lever operation instead of cruisecontrol. The cruise control interlock rod 96 should be removed when thehand lever 20 is used for hand control. If the cruise control interlockrod 96 were left connected to the assembly 12, the neutral returnassembly 82 will attempt to return the hand lever 20 to its neutralposition via the action of the bearing 86 on the internal cam profile 84of the intermediate shaft plat 62, while the cruise control interlockrod 96 will try to return the hand lever 20 all the way rearward to itsreverse position (shown in FIG. 10), resulting in possible damage tolinkages and transmission controls. The forward and reverse pedals 14,16 and forward/reverse control rod 58 become superfluous and areremoved.

FIG. 9 shows the ground speed and direction control assembly 12 adaptedfor hand lever operation wherein the transmission is in its maximumforward position. When the hand lever 20 is moved to its forwardposition shown, the hand lever plate 74 rotates forward and the handlever rod 70 pushes the top of the intermediate shaft plate 62 forward.The transmission control rod 66 connects the intermediate shaft plate 62to the transmission T. As the intermediate shaft plate 62 rotatesforward to its maximum forward position F2, the transmission control rod66 shifted into forward to its maximum forward position F3. The bolt andfriction washer assembly 80 holds the hand lever 20 in position.

Referring now to FIG. 10, the ground speed and direction controlassembly 12 is shown adapted for hand lever operation wherein thetransmission is in its maximum reverse position. When the hand lever 20is moved to its reverse position shown, the hand lever plate 74 rotatesrearward and the hand lever rod 70 pulls the top of the intermediateshaft plate 62 rearward to its maximum reverse position R2. As theintermediate shaft plate 62 rotates rearward, the transmission controlrod 66 is shifted into its maximum reverse position R3.

When the brake pedal 18 is depressed, the neutral return rod 94 ispulled forward. The neutral return rod 94 rotates the neutral return arm68. When the neutral return arm 68 rotates, the bearing 86 forces theintermediate shaft plate 62 back to its neutral position N2. Theattached hand lever rod 70 is pushed backward, rotating the hand lever20 to the neutral position (shown in FIG. 8).

Although the invention is described with reference to an illustrativeembodiment, it will be understood by those skilled in the art that theinvention may be advantageous in the form described as modified for usein other applications. The present invention should not be limited bythe above-described embodiments, but should be limited solely by theclaims that follow.

What is claimed is:
 1. A vehicle having an operator seat, an engine, avariable speed transmission drivingly coupled to a pair of groundwheels, and an assembly for controlling the ground speed of the vehicle,said transmission being selectively movable among neutral, forward andreverse drive positions, said assembly comprising: a transmissioncontrol shaft operatively connected to said transmission for selectivelycontrolling said transmission such that said vehicle is driven in eithera forward or a reverse direction; a forward foot control pedal and areverse foot control pedal, each being connected to a single footcontrol rod; a hand control lever connected to a hand control rod; andan intermediate shaft plate connected to the hand control rod, thesingle foot control rod and the transmission control shaft for couplingthe forward and reverse control pedals and the hand control lever to thetransmission; a brake coupled to a pair of wheels, a brake actuatorconnected to the brake for selectively stopping the vehicle, and aneutral return assembly operatively connected to the brake actuator andto the intermediate shaft plate for returning the transmission to itsneutral position when the brake actuator is engaged.
 2. A vehicle ofclaim 1 wherein the intermediate shaft plate has an internal cam profileand a neutral return assembly includes an arm pivotally mounted to thevehicle, said arm having a cam follower bearing at a first end thereof.3. A vehicle having a foot control, a hand control and a variable speedtransmission and intermediate shaft plate, a transmission linkageincluding a plurality of control rods each operatively coupled to one ofthe foot control, hand control and the variable speed transmission, saidintermediate shaft plate comprising: a center portion having materialremoved therefrom to form an internal cam profile; a first end portionhaving first orifice for receiving a first one of the plurality ofcontrol rods; and a second end portion having a second orifice forreceiving a second one of the plurality of control rods; saidintermediate shaft plate having a third orifice for receiving a thirdone of the plurality of control rods; a brake coupled to a pair ofwheels, a brake actuator connected to the brake for selectively stoppingthe vehicle, and a neutral return assembly operatively connected to thebrake actuator and to the intermediate shaft plate for returning thetransmission to its neutral position when the brake actuator is engaged.4. The vehicle of claim 3 wherein the neutral return assembly includinga cam follower bearing which engages the internal cam profile.
 5. Thevehicle of claim 3 wherein the shaft plate is pivotably mounted on aframe of the vehicle.
 6. The vehicle of claim 5 wherein the first,second and third orifices form rigid connections between the shaft plateand the first, second and third ones of the plurality of control rodsfor effecting movement of the plurality of control rods as the shaftplate pivots.